NORTH ATLANTIC (NAT) AIR NAVIGATION PLAN … and NAT Documents/_eANP NAT Do… · This version of the Working Copy of the 1st Edition of ... Table GEN II-1 — Homogeneous areas and

March 2018

NORTH ATLANTIC (NAT) AIR NAVIGATION PLAN

VOLUME II

Working Copy

NAT ANP, Volume II March 2018

Working Copy

This version of the Working Copy of the 1st Edition of Volume II of the NAT Air Navigation Plan (NAT

eANP) (Doc 9634), dated November 2017, includes the following approved amendment(s) which have not

yet been published:

P. f. Amdt.

Serial No. Originator Brief Description

Date

Approved

Date

Entered

II 17/10-ATM Portugal &

NAT SPG

Table ATM II-1 (L576, T13, rev T16,

T25)

07 Nov

2017

07 Nov

2017

II 18/03-

GEN/CNS/MET

/SAR/AIM

Denmark

Part I–GEN, Table CNS II-3, Table CNS

II-5, Table MET II-1, Table MET II-3,

Table SAR II-1, Table AIM II-1 and

Table AIM II-2

19 Feb

2018

19 Feb

2018

II 18/02-MET Portugal Table MET II-1 21 Feb

2018

6 March

2018


Page i


TABLE OF CONTENTS

PART 0 — Introduction ............................................................................................................................. …0-1

PART I — General Planning Aspects (GEN) ............................................................................................. …I-1

General Regional Requirements

Table GEN II-1 — Homogeneous areas and major traffic flows identified in the NAT Region

Specific Regional Requirements

PART II — Aerodromes / Aerodrome Operations (AOP) ........................................................................ …II-1


Table AOP II-1 — Requirements and capacity assessment in international aerodromes in the

NAT Region


PART III — Communications, Navigation and Surveillance (CNS) ...................................................... …III-1


Table CNS II-1 — AFTN Plan

Table CNS II-2 — Required ATN Infrastructure Routing Plan

Table CNS II-3 — ATS Direct Speech Circuits Plan

Table CNS II-4 — HF Network designators applicable for the Region (not applicable)


Table CNS II-5 —Aeronautical Mobile Service and AMSS

Table CNS II-6 —ATS Data Circuits Plan

Table CNS II-7 —Radio Navigation Aids

Table CNS II-8 —Surveillance Systems

PART IV — Air Traffic Management (ATM) ........................................................................................ …IV-1



Table ATM II-1 — NAT Region ATS Routes

PART V — Meteorology (MET) ............................................................................................................. …V-1


Table MET II-1 — Meteorological watch offices

Table MET II-2 — Aerodrome meteorological offices

Table MET II-3 — HF VOLMET broadcast


Table MET II-4-Surface and Upper Air Synoptic Networks and Observations

PART VI — Search and Rescue Services (SAR) .................................................................................... …VI-1


Table SAR II-1 — Rescue Coordination Centres (RCCs) and Rescue Sub-centres (RSCs) in the

NAT Region

Chart SAR II-1 — Rescue Coordination Centres (RCCs) and Rescue Sub-Centres (RSCs) in the

NAT Region


Page ii


PART VII — Aeronautical Information Management (AIM) ............................................................... …VII-1


Table AIM II-1 - Responsibility for the provision of AIS/AIM Facilities and Services in the

NAT Region

Table AIM II-2 - Production responsibility for sheets of the World Aeronautical Chart — ICAO

1: 1 000 000 or Aeronautical Chart — ICAO 1: 500 000


Page 0-1

NAT ANP, Volume II Part 0 (Intro) November 2017

NAT ANP, VOLUME II

PART 0 – INTRODUCTION

1. GENERAL

1.1 The background to the publication of ANPs in three volumes is explained in the Introduction

in Volume I. The procedure for amendment of Volume II is also described in Volume I.

1.2 Volume II contains dynamic plan elements related to:

a) the assignment of responsibilities to States for the provision of aerodrome and air navigation

facilities and services; and

b) the mandatory requirements related to aerodrome and air navigation facilities and services to

be implemented by States in accordance with regional air navigation agreements.

1.3 Volume II does not list all facilities in the region but only those required for international

civil aviation operations in accordance with regional air navigation agreements. A regional air navigation

agreement indicates a commitment on the part of the State(s) concerned to implement the requirement(s)

specified. Documents from the Integrated Aeronautical Information Package and other publications should

be consulted for information on additional facilities and for operational information in general. Detailed

guidance material or concepts, complementary to the material in Volumes I, II and III are contained in

documents that are referenced as NAT Documents.

2. MANAGEMENT OF REGIONAL AIR NAVIGATION PLANS

2.1 The elements in Volume II are reviewed by the North Atlantic Systems Planning Group

(NAT SPG) in accordance with its schedule of meetings, in consultation with provider and user States and

with the assistance of the ICAO European and North Atlantic (EUR/NAT) Regional Office.

2.2 The information on States’ facilities and services included in Volume II, should be updated

following the process of regional air navigation agreements.

2.3 The development and maintenance of region-specific documents that provide detailed

guidance material or concepts that are complementary to the material in Volumes I, II and III is the

responsibility of the NAT SPG.

Page I-1

NAT ANP, Volume II Part I GEN February 2018

NAT ANP, VOLUME II

PART I – GENERAL PLANNING ASPECTS (GEN)

1. INTRODUCTION

1.1. The material in this part of Volume II of ANP is applicable to one or more parts of the ANP.

It should be taken into consideration in the overall planning process for the NAT Region.

2. GENERAL REGIONAL REQUIREMENTS

2.1. To facilitate air navigation systems planning and implementation, homogenous ATM areas

and/or major traffic flows/routing areas have been defined for the Region. While these areas of routing do

not encompass all movements in the Region, they include the major routes. This includes the domestic

flights in that particular area of routing.

Homogeneous ATM area

2.2. A homogeneous ATM area is an airspace with a common ATM interest, based on similar

characteristics of traffic density, complexity, air navigation system infrastructure requirements or other

specified considerations. In such an ATM area a common detailed plan will foster the implementation of

interoperable ATM systems. Homogeneous ATM areas may extend over States, specific portions of States,

or groupings of States. They may also extend over large oceanic and continental areas. They are considered

areas of shared interest and requirements.

2.3. The method of identifying homogeneous ATM areas involves consideration of the varying

degrees of complexity and diversity of the worldwide air navigation infrastructure. Based on these

considerations, planning could best be achieved at the global level if it was organized based on ATM areas

of common requirements and interest, taking into account traffic density and the level of sophistication

required.

Major traffic flows/routing areas

2.4. A major traffic flow refers to a concentration of significant volumes of air traffic on the same

or proximate flight trajectories. Major traffic flows may cross several homogeneous ATM areas with

different characteristics.

2.5. A routing area encompasses one or more major traffic flows, defined for the purpose of

developing a detailed plan for the implementation of ATM systems and procedures. A routing area may cross

several homogeneous ATM areas with different characteristics. A routing area specifies common interests

and requirements of underlying homogeneous areas, for which a detailed plan for the implementation of

ATM systems and procedures either for airspace or aircraft will be specified.

2.6. The homogeneous ATM areas and major traffic flows/routing areas identified are given in

Table GEN II-1.

Page I-2


3. SPECIFIC REGIONAL REQUIREMENTS

Specific Regional Arrangements

3.1 Under the Agreement on the Joint Financing of Certain Air Navigation Services in

Greenland (1956) and the Agreement on the Joint Financing of Certain Air Navigation Services in Iceland

(1956) (referred to as the DEN/ICE Agreements), Iceland and Denmark agreed to provide air traffic control,

communications and meteorology services for civil aircraft flying through the Reykjavik and Nuuk FIRs.

However, the dynamic nature of the volume of the daily flows of traffic through these FIRs require the

provision of permanent design capacities to cover the maximum potential traffic flows. Such services must

be maintained and staffed even through the majority of days when meteorological conditions resulted in the

major NAM/EUR traffic flows being further south, primarily through Shanwick and Gander Oceanic

airspaces. Therefore, to support the financing of this level of services and facilities, it was agreed that cost

recovery should be spread over the total traffic volume transiting the NAT Region north of 45th parallel

North (i.e including additionally all traffic through Shanwick and Gander Oceanic FIRs). A portion of the

costs are shared amongst the contracting States, in proportion to the benefits derived from the services.

Currently, 24 States with civil aircraft flying across the North Atlantic are parties to these Agreements,

including the two provider States, Denmark and Iceland. All States whose aircraft make a significant number

of North Atlantic crossings are invited to adhere to these Agreements.

3.2 In the NAT Region, there are a number of operationally driven agreements to delegate ATC

and CNS provision:

3.2.1 In portions of the Shanwick OCA, ATS provisions is delegated to Shannon ACC (NOTA &

SOTA) and to Brest ACC (BOTA). In these areas the availability of continental CNS facilities (including

radar surveillance and VHF DCPC) enables enhanced capacities for the efficient handling of Oceanic-

Continental transitioning traffic.

3.2.2 With the same rationale, a similar arrangement exists in the Gander OCA where ATS

provision (FL290 – 600) is delegated to Gander Domestic ACC (GOTA).

3.2.3 In the southern portion of the Nuuk FIR (above FL195) ATS provision is delegated to

Gander OCA, thereby avoiding multiple transfers of control of the predominant East/West flow of flights

through that airspace.

3.2.4 In the remaining northern portion of the Nuuk FIR (above FL195) ATS provision is

delegated to Reykjavik OAC. This arrangement reduces centre-to-centre co-ordination requirements and

allows for the a more cost-effective provision of services.

3.2.5 The control of traffic routing via 600000.0N 0100000.0W and 610000.0N 0100000.0W

between the Scottish and Reykjavik FIRs is delegated by Shanwick OAC to Reykjavik OAC, thereby

reducing the requirement for additional centre-to-centre co-ordination.

3.3 The NAT Central Monitoring Agency (CMA) is responsible for the monitoring and reporting

of certain aspects of operations in the NAT Region. The NAT CMA was initially established in 1985 by the

ICAO North Atlantic System Planning Group (NATSPG) to support the preparation and introduction of

RVSM in the North Atlantic (NAT) Region, and thereafter to perform a database assessment and provide

assurance of continuing system safety and integrity. The operating costs of the CMA and the maintenance of

the Height Monitoring Unit are recovered from ICAO under a Joint Financing Arrangement signed in 1995

by the governments of several NATSPG Member States: Canada, Iceland, Ireland, Portugal, the United

Kingdom, United States and ICAO. The CMA is located adjacent to the Shanwick Oceanic Area Control

Centre, in Prestwick, Scotland in accommodation provided by NATS on behalf of the United Kingdom.

While functionally autonomous from its host State the CMA can access specialist support and ATC

expertise.

Page I-3


TABLE GEN II-1 - HOMOGENEOUS AREAS AND MAJOR TRAFFIC FLOWS IDENTIFIED IN THE NAT

REGION

EXPLANATION OF TABLE

Column

1 Area of routing (AR) Sequential number of area of routing

2 Homogeneous Areas and/or Traffic flows

Brief description and/or name

3 FIRs involved List of FIRs concerned

4 Type of area covered Brief description of type of area, examples: Oceanic or Continental High or low density Oceanic en-route or Continental en-route

5 Remarks Homogeneous Area and Major Traffic Flow and Region(s) concerned

Area of

routing

(AR)

Homogeneous

Areas and/or

Traffic flows

FIRs involved Type of area

covered Remarks

1 2 3 4 5

AR-1

NAT High level

airspace (NAT

MNPSA/HLA)

Bodo Oceanic,

Gander Oceanic, New

York Oceanic East,

Reykjavik, Santa

Maria Oceanic ,

Shanwick Oceanic

High density Oceanic

en-route

Above FL285. Flights between EUR and

NAM/CAR.

ATM efficiency is enhanced by some

delegations of airspace & ATS

provision.

AR-2 Low Level

Airspace

Bodo Oceanic,

Gander Oceanic, New

York Oceanic East,

Reykjavik, Santa

Maria Oceanic ,

Shanwick Oceanic

Low density Oceanic

en-route

Below FL285

Transatlantic and Regional Flights.

Mostly General Aviation.

AR-3

Northern

Oceanic

Transition Area

(NOTA)

Shanwick Oceanic


en-route &

Oceanic/Continental

transitions

Flights transitioning between

Shanwick Oceanic and Scottish &

Shannon FIRs.

ATC & CNS services delegated to

Shannon ACC.

AR-4

Shannon

Oceanic

Transition Area

(SOTA)

Shanwick Oceanic


en-route &

Oceanic/Continental

transitions


Shanwick Oceanic and London &

Brest FIRs and Flights transitioning

to Tango Routes.


Shannon ACC.

AR-5

Brest Oceanic

Transition Area

(BOTA)

Shanwick Oceanic

Medium density

Oceanic en-route &

Oceanic/Continental

transitions


Shanwick Oceanic and Brest FIR.


Brest ACC.

AR-6

Gander Oceanic

Transition Area

(GOTA)

Gander Oceanic


en-route &

Oceanic/Continental

transitions

Flights transitioning between Gander

Oceanic and Montreal and Gander

Domestic FIRs.

FL290-FL600.


Gander Domestic ACC.

____________________

Page II-1

NAT ANP, Volume II Part II AOP November 2017

NAT ANP, VOLUME II

PART II – AERODROMES / AERODROME OPERATIONS (AOP)

1. INTRODUCTION

1.1 This part of the NAT ANP, Volume II, complements the provisions in ICAO SARPs and

PANS related to aerodrome design and operations (AOP). It contains dynamic plan elements related to the

assignment of responsibilities to States for the provision of AOP facilities and services within a specified

area in accordance with Article 28 of the Convention on International Civil Aviation (Doc 7300); and

mandatory requirements related to AOP facilities and services to be implemented by States in accordance

with regional air navigation agreements. Such agreement indicates a commitment on the part of the State(s)

concerned to implement the requirement(s) specified.


2.1 Table AOP II-1 contains the list of facilities and services to be provided by the State

concerned at each aerodrome that is listed in Table AOP I-1 in Volume I. Table AOP II-1 shows the

operational requirements at each aerodrome to be considered in planning the facilities and services for safe

and efficient aircraft operations.

Visual aids for low visibility aerodrome operations

2.2 At aerodromes where there is a requirement to conduct low visibility operations, the

appropriate visual and non-visual aids should be provided.

Non-precision approach aids

2.3 Where required by the topographic and/or environmental situation of an aerodrome,

improved track guidance during departure and/or approach by specific non-visual and/or visual aids should

be provided even if such aids would not normally be required in accordance with the SARPs.

Reduced runway declared distances for take-off

Note. — In the following operational requirements the term “intersection” is used to cover both intersection

and junction concepts.

2.4 The reduced runway declared distances for take-off, as for those used for full runway

declared distances, should consist of take-off run available (TORA), take-off distance available (TODA) and

accelerate-stop distance available (ASDA).

2.5 The datum-line from which the reduced runway declared distances for take-off should be

determined is defined by the intersection of the downwind edge of the specific taxiway with the runway

edge. The loss, if any, of runway length due to alignment of the aircraft prior to take-off should be taken into

account by the operators for the calculation of the aircraft’s take-off weight.

2.6 Intersections used as intermediate take-off positions should be identified by the “taxiway

designator” to which the datum-line of the associated reduced runway declared distance for take-off refers.

2.7 At each international aerodrome, specific minima visibility for take-off should be

established, regulating the use of intersection take-off positions. These minima should permit the appropriate

ATC unit to maintain a permanent surveillance of the ground movement operations, and the flight crews to

Page II-2


constantly secure their position on the manoeuvring area, so as to exclude any potential risk of confusion as

to the identification of the aircraft and intersections used for take-off. The minima should be consistent with

the surface movement guidance and control system (SMGCS) provided at the aerodrome concerned.

2.8 The provision of marking and lighting aids together with signs should ensure the safe control

and guidance of aircraft towards and at take-off intersections appropriate to the minima visibility criteria

retained. At the runway holding position of the associated intersection take-off position, such signs should

indicate the runway heading and the remaining TORA in metres.

2.9 At aerodromes regularly used by international commercial air transport, take-offs from

runway/taxiway intersections may be justified for the following reasons:

a) runway capacity improvement;

b) taxi routes distances reduction;

c) noise alleviation; and

d) air pollution reduction.

2.10 The appropriate authorities should, upon prior consultation with aircraft operators, agree on

the selection of suitable intermediate intersection take-off positions along the runway(s). Accordingly,

authorities should determine the reduced runway declared distances for take-off associated with each

selected intersection take-off position and establish the specific ATC rules and operational

procedures/limitations. Such provisions should be published in the State aeronautical information

publications (AIP).

Aerodrome capacity management

2.11 As an integral part of the air navigation system, the aerodrome should provide the needed

ground infrastructure including, inter alia, lighting; taxiways; runway, including exits; aprons and precise

surface guidance to improve safety and to maximize aerodrome capacity in all weather conditions. An

efficient aerodrome capacity planning and management should include:

a) reduction of runway occupancy time;

b) the capability to safely manoeuvre in all weather conditions whilst maintaining capacity;

c) precise surface guidance to and from a runway required in all conditions; and

d) availability of information on the position (to an appropriate level of accuracy) and intent

of all vehicles and aircraft operating on the movement area for the appropriate ATM

community members.

2.12 States should ensure that adequate consultation and, where appropriate, cooperation between

airport authorities and users/other involved parties are implemented at all international aerodromes to satisfy

the provisions of aerodrome capacity assessment and requirement.

2.13 When international aerodromes are reaching designed operational capacity, a better and

more efficient utilization of existing runways, taxiways and aprons is required. Runway selection procedures

and standard taxi routes at aerodromes should ensure an optimum flow of air traffic with a minimum of delay

and a maximum use of available capacity. They should also, if possible, take account of the need to keep

taxiing times for arriving and departing aircraft as well as apron occupancy time to a minimum. The airport

collaborative decision making (A-CDM) concept should be implemented to improve airport capacity as early

as possible.

Aerodrome capacity assessment and requirement

2.14 The declared capacity/demand condition at aerodromes should be periodically reviewed in

terms of a qualitative analysis for each system component and, when applicable, the result of the qualitative

assessment upon mutual agreement be used for information.

Page II-3


2.15 The future capacity/demand, based on a forecast for the next five years, should be agreed

upon after close cooperation between aerodrome authorities and affected users.

2.16 Operators should consult with aerodrome authorities when future plans indicate a significant

increased requirement for capacity resulting in one of the elements reaching a limiting condition.

2.17 Aerodrome capacity should be assessed by aerodrome authorities in consultation with the

parties involved for each component (terminal/apron/aircraft operations) using agreed methods and criteria

for level of delays.

2.18 Where restrictions in aerodrome capacity are identified, a full range of options for their

reduction or removal should be evaluated by the aerodrome authority, in close cooperation with the operators

and other involved parties. Such options should include technical/operational/procedural and environmental

improvements and facility expansion.

2.19 At many aerodromes, airspace capacity has influence on the aerodrome capacity. If the

declared capacity of a specified airspace has influence on aerodrome operations, this should be indicated and

action undertaken to reach a capacity in this airspace corresponding to the aerodrome capacity.

2.20 The possibility of overcoming capacity limitations should also take the use of other

aerodromes in the vicinity into consideration.

Closure of regular aerodromes

2.21 When a regular aerodrome is to be closed, States should ensure that sufficient alternate

aerodromes remain open to provide for the safety and efficiency of aircraft approaching the regular

aerodrome that may be required to divert to an alternate.

Scheduling aerodrome maintenance

2.22 States, when planning major aerodrome maintenance work that would affect the regularity of

international aircraft operations, should consider the need to notify aircraft operators sufficiently in advance

prior to undertaking the scheduled work.


3.1 None.

–––––––––––––––––––

Page II-4


Table AOP II-1 – REQUIREMENTS AND CAPACITY ASSESSMENT IN INTERNATIONAL

AERODROMES IN THE NAT REGION

EXPLANATION OF THE TABLE

Note: Columns 3 to 5 for physical characteristics relate to runways and taxiways. The physical

characteristics of taxiways and aprons should be compatible with the aerodrome reference code (Column 3)

and appropriate for the runways with which they are related.

Column

1 Name of the city and aerodrome, preceded by the location indicator.

Note 1— When the aerodrome is located on an island and no particular city or town is served

by the aerodrome, the name of the island is included instead of a city.

Designation of the aerodrome as:

RS — international scheduled air transport, regular use;

RNS — international non-scheduled air transport, regular use;

AS — international scheduled air transport, alternate use; and

ANS — international non-scheduled air transport, alternate use;

2 Required rescue and firefighting service (RFF). The required level of protection expressed by

means of an aerodrome RFF category number, in accordance with Annex 14, Volume I, 9.2.

3 Aerodrome reference code (RC). The aerodrome reference code for aerodrome characteristics

expressed in accordance with Annex 14, Volume I, chapter 1. The code letter or number within

an element selected for design purposes is related to the critical aeroplane characteristics for

which the facilities are provided.

4 Runway Designation numbers

5 Type of each of the runways to be provided. The types of runways, as defined in Annex 14,

Volume I, Chapter 1, are:

NINST — non-instrument runway;

NPA — non-precision approach runway;

PA1 — precision approach runway, Category I;

PA2 — precision approach runway, Category II;

PA3 — precision approach runway, Category III.

6 Remarks. Additional information including critical design aircraft selected for determining RC,

critical aircraft selected for determining the RFF category and critical aircraft for pavement

strength. Only one critical aircraft type is shown if it is used to determine all the above three

elements: otherwise different critical aircraft types need to be shown for different elements.

__________________

Page II-5


Table AOP II-1 - REQUIREMENTS AND CAPACITY ASSESSMENT IN INTERNATIONAL AERODROMES IN THE NAT REGION

City/Aerodrome/ Designation RFF

Category Physical characteristics Remarks

RC RWY No. RWY Type

1 2 3 4 5 6

DENMARK (Faeroes)

EKVG VAGAR Vagar RS 6 3C 12 30

NPA PA-1

DENMARK (Greenland)

BGAA AASIAAT Aasiaat ANS 5 1C 11 29

NPA

BGBW NARSARSUAQ Narsarsuaq RS 7 4D 07 25

NPA

BGCO NERLERIT INAAT Nerlerit Inaat RS 5 2C 18 36

NPA

BGGH NUUK Nuuk RS 5 2C 05 23

NPA

BGJN ILULISSAT Ilulissat RS 5 2C 07 25

NPA

BGKK KULUSUK Kulusuk RS 5 2C 11 29

NPA

BGMQ MANIITSOQ Maniitsoq ANS 5 1C 16 34

NPA

BGPT PAAMIUT Paamiut ANS 5 1C 17 35

NPA

BGQQ QAANAAQ Qaanaaq ANS 5 2C 36 18

NPA

BGSF KANGERLUSSUAQ Kangerlussuaq RS 5 4D 09 27

NPA NINST

BGSS SISIMIUT Sisimiut ANS 5 1C 14 32

NPA

BGTL THULE Thule RNS 7 - 08T 26T

Military

BGUK UPERNAVIK Upernavik ANS 5 1C 05 23

NPA

Page II-6


City/Aerodrome/ Designation RFF

Category Physical characteristics Remarks

RC RWY No. RWY Type

BGUQ UUMMANNAQ/QAARSUT Uummannaq/Qaarsut ANS 5 2C 16 34

NPA

ICELAND

BIAR AKUREYRI Akureyri AS 5-7 4D 01 19

PA-1 NPA

BIEG EGILSSTADIR Egilsstadir AS 5-7 4D 04 22

PA-1 NPA

BIKF KEFLAVIK Keflavik RS 9 4E 11 29 02 20

PA-2 PA-1 PA-1 PA-2

BIRK REYKJAVIK Reykjavik RS 7 3D 01 19 13 31 06 24

NPA PA-1 NPA NPA NINST NINST

NORWAY

ENSB SVALBARD Svalbard-Longyear RNS 6 4C 10 28

PA-1 NPA

PORTUGAL (Acores)

LPPD PONTA DELGADA Ponta Delgada RS 7 (8-9 PA)

4E 12 30

NINST PA-1

LPAZ SANTA MARIA Santa Maria RS 6 (7-9 PA)

4E 36 18

NPA PA-1

__________________

Page III-1

NAT ANP, Volume II Part III CNS November 2017

NAT ANP, VOLUME II

PART III – COMMUNICATIONS, NAVIGATION AND SURVEILLANCE (CNS)

1. INTRODUCTION


PANS related to communication, navigation and surveillance (CNS). It contains dynamic plan elements

related to the assignment of responsibilities to States for the provision of CNS facilities and services within a

specified area in accordance with Article 28 of the Convention on International Civil Aviation (Doc 7300);

and mandatory requirements related to CNS facilities and services to be implemented by States in

accordance with regional air navigation agreements. Such agreement indicates a commitment on the part of

the State(s) concerned to implement the requirement(s) specified.


Communications

Aeronautical Fixed Service (AFS)

2.1 The aeronautical fixed service should comprise the following systems and applications that

are used for ground-ground (i.e. point-to-point and/or point-to-multipoint) communications in the

international aeronautical telecommunication service:

a) ATS direct speech circuits and networks;

b) meteorological operational circuits, networks and broadcast systems, including World Area

Forecast System – Internet File Service (WIFS) and/or Satellite Distribution System for

Information Relating to Air Navigation (SADIS);

c) the aeronautical fixed telecommunications network (AFTN);

d) the common ICAO data interchange network (CIDIN);

e) the air traffic services (ATS) message handling services (AMHS); and

f) the inter-centre communications (ICC).

2.2 To meet the data communication requirements, a uniform high-grade aeronautical network

should be provided, based on the aeronautical telecommunication network (ATN), taking into account the

existence and continuation of current networks.

2.3 Contingency procedures should be in place to ensure that, in case of a communication centre

breakdown, all the parties concerned are promptly informed of the prevailing situation. All possible

arrangements should be made to ensure that, in case of breakdown of a communications centre or circuit, at

least high-priority traffic continues to be handled by appropriate means.

2.4 AFS planning should permit flexibility in detailed development and implementation. The

required AFTN Stations and Centres are listed in the AFTN Plan in Table CNS II-1.

The Aeronautical Telecommunication Network (ATN)

2.5 The ATN should be able to:

a) support applications carried by the existing networks;

b) support gateways enabling inter-operation with existing networks; and

c) support ground-ground communications traffic associated with air-ground data link

applications.

Page III-2


2.6 The ATN should make optimum use of dedicated bilateral/multilateral aeronautical links and

other communication means commensurate with the operational Quality of Service (QoS) requirements.

2.7 The implementation of the ATN should take into account the need for cost-effective

evolution in terms of network capacity, requirements and time-frame and allow for a progressive transition

from existing communication networks and services to a uniform, harmonised and integrated

communications infrastructure, capable of supporting the implementation of future aeronautical services

such as Flight and Flow Information in a Collaborative Environment (F-FICE), System-Wide Information

Management (SWIM) applications, etc.

2.8 In case means other than dedicated bilateral links are used by the ATN, States should ensure

that service level agreements (SLA) are met in terms of implementation priority, high availability, priority in

restoration of service and appropriate levels of security.

2.9 The ATN should provide for interregional connections to support data exchange and mobile

routing within the global ATN.

2.10 In planning the ATN, provisions should be made, where required, for interfacing with other

international networks. The Required ATN Infrastructure Routing Plan is described under Table CNS II-2.

Network services

2.11 The Internet Society (ISOC) communications standards for the Internet Protocol Suite (IPS)

should be used for the implementation of AMHS.

2.12 The migration from legacy bit-oriented protocols such as X.25 Protocol suite to IPS should

be planned.

2.13 The migration of international or sub-regional ground networks to the ATN based on Internet

Protocol (IP) to support AFS communication requirements, while reducing costs, should be planned.

2.14 States should ensure that the solutions provided for the implementation of the ATN meet the

air traffic management and aeronautical fixed service requirements. Such requirements should consist of:

a) Performance requirements: availability, continuity, integrity, monitoring and alerting criteria

per data flow. In the case where a required communication performance (RCP) is globally

prescribed, requirements derived from RCP should be stated;

b) Interoperability requirements;

c) Safety and security requirements, duly derived after the identification of operational hazards

and threats, and allocation of objectives; and

d) Implementation process requirements (creation, test, migration, upgrades, priority in

restoration of service, termination).

Network management

2.15 An ICAO centralised off-line network management service is provided to participating

AFTN/AMHS centres in the NAT Region under the ATS Messaging Centre (AMC).

2.16 In the case of integrated communications services procured and shared by several States,

organizational provisions should allow for the planning and performing of the management of technical

performance, network configuration, fault, security, cost division/allocation, contract, orders and payment.

Specific air traffic management (ATM) requirements

2.17 Where ATS speech and data communication links between any two points are provided, the

engineering arrangements should be such as to avoid the simultaneous loss of both circuits. The required

ATS direct speech circuits plan is detailed under Table CNS II-3.

2.18 Special provisions should be made to ensure a rapid restoration of ATS speech circuits in

case of outage, as derived from the performance and safety requirements.

2.19 Data circuits between ATS systems should provide for both high capacity and message

integrity.

Page III-3


2.20 The Inter-Centre Communication (ICC), consisting of ATS Inter-facility Data

Communication (AIDC) application and the Online Data Interchange (OLDI) application, should be used for

automated exchange of flight data between ATS units to enhance the overall safety of the ATM operation

and increase airspace capacity.

2.21 Where Voice over IP is planned or implemented between ATS units for voice

communications, it should meet the ATS requirements. When data and voice are multiplexed, particular

attention should be paid to the achievement of the ATM performance and safety requirements.

Specific meteorological (MET) requirements

2.22 The increasing use of the GRIB (Gridded Binary or General Regularly-distributed

Information in Binary form) and BUFR (Binary Universal Form for the Representation of meteorological

data) code forms for the dissemination of the upper wind and temperature and significant weather forecasts

and the planned transition to digital form using extensible markup language (XML)/geography markup

language (GML) for the dissemination of OPMET data should be taken into account in the planning process

of the ATN.

2.23 In planning the ATN, account should be taken of changes in the current pattern of

distribution of meteorological information resulting from the increasing number of long-range direct flights

and the trend towards centralized flight planning.

Specific aeronautical information management (AIM) requirements

2.24 The aeronautical fixed service (AFS) should meet the requirements to support efficient

provision of aeronautical information services through appropriate connections to area control centres

(ACCs), flight information centres (FICs), aerodromes and heliports at which an information service is

established.

Aeronautical Mobile Service (AMS)

2.25 To meet the air-ground data communication requirements, a high-grade aeronautical network

should be provided based on the ATN, recognising that other technologies may be used as part of the

transition. The network needs to integrate the various data links in a seamless fashion and provide for end-

to-end communications between airborne and ground-based facilities.

2.26 Whenever required, use of suitable techniques on VHF or higher frequencies should be

made. The required HF network designators applicable for the NAT Region are in the HF Management

Guidance Material (NAT Doc 003).

2.27 Aerodromes having a significant volume of International General Aviation (IGA) traffic

should also be provided with appropriate air-ground communication channels.

Air-Ground Data Link Communications

2.28 A Strategy for the harmonised implementation of the data link communications in the NAT

Region should be developed based on the Global Operational Data Link Document (GOLD) adopted by

ICAO Regions and the Aviation System Block Upgrade (ASBU) methodology.

2.29 Where applicable, controller-pilot data link communications (CPDLC), based on ATN VDL

data link Mode 2 (VDL2) and/or FANS-1/A, should be implemented for air-ground data link

communications.

2.30 Partial or divergent aircraft data link evolutions that result in excluding messages from

aircraft systems should not be pursued. Interim steps or phases toward full implementation of the common

technical definition in ground systems should only be pursued on a regional basis, after coordination between

all States concerned.

2.31 Harmonization of operational procedures for implementation of the above packages is

essential. States, Planning and Implementation Regional Groups (PIRGs) and air navigation services

http://www.icao.int/EURNAT/Pages/EUR-and-NAT-Document.aspx?RootFolder=%2FEURNAT%2FEUR%20and%20NAT%20Documents%2FNAT%20Documents%2FNAT%20Doc%20003&FolderCTID=0x012000DAF95319EADD9946B510C5D7B595637D00AA5EB47B299B9A4BAD1968B24E18655C&View=%7b2666E7DD-5F4E-4E64-B16A-CF142A1E5BC9%7d

Page III-4


providers should adopt common procedures to support seamless ATS provision across FIR boundaries,

rather than each State or Region developing and promulgating unique procedures for common functions.

Required Communication Performance (RCP)

2.32 The Required Communication Performance (RCP) concept characterizing the performance

required for communication capabilities that support ATM functions without reference to any specific

technology should be applied wherever possible.

2.33 States should determine, prescribe and monitor the implementation of the RCP in line with

the provisions laid down in the ICAO Manual on Required Communication Performance (Doc 9869).

Navigation

Navigation Infrastructure

2.34 The navigation infrastructure should meet the requirements for all phases of flight from take-

off to final approach and landing.

Note: Annex 10 to the Convention on International Civil Aviation—Aeronautical

Telecommunications, Volume I — Radio Navigation Aids, Attachment B, provides the strategy for

introduction and application of non-visual aids to approach and landing.

2.35 The NAT Minimum Navigation Performance Specification (MNPS) to PBN Transition Plan

provides guidance to air navigation service providers, airspace operators and users, regulators, and

international organizations, on the expected evolution of the NAT air navigation system in order to allow

planning of airspace changes, enabling ATM systems and aircraft equipage. It takes due account of the

operational environment of the NAT Region.

PBN Transition Strategy

2.36 During transition to performance-based navigation (PBN), sufficient ground infrastructure

for conventional navigation systems should remain available. Before existing ground infrastructure is

considered for removal, users should be given reasonable transition time to allow them to equip

appropriately to attain a performance level equivalent to PBN. States should approach removal of existing

ground infrastructure with caution to ensure that safety is not compromised. This should be guaranteed by

conducting safety assessments and consultations with the users.

Use of specific navigation aids

2.37 Where, within a given airspace, specific groups of users have been authorized by the

competent authorities to use special aids for navigation. The respective ground facilities should be located

and aligned so as to provide for full compatibility of navigational guidance with that derived from the

SARPs.

2.38 States should ensure and oversee that service providers take appropriate corrective measures

promptly whenever required by a significant degradation in the accuracy of navigation aids (either space

based or ground based or both) is detected.

Surveillance

2.40 An important element of modern air navigation infrastructure required to manage safely

increasing levels and complexity of air traffic is aeronautical surveillance systems.

2.41 When operating Mode S radars, States should coordinate with their respective ICAO

Regional Office the assignment of their corresponding interrogator identifier (II) codes and surveillance

identifier (SI) codes, particularly where areas of overlapping coverage will occur.

Page III-5


Frequency Management

Aeronautical Mobile Service (AMS)

2.42 Frequencies should be assigned to all VHF aeronautical mobile service (AMS) facilities in

accordance with the principles laid out in Annex 10, Volume V and ICAO Handbook on Radio Frequency

Spectrum Requirements for Civil Aviation (Doc 9718) Volumes I and II, and take into account:

a) agreed geographical separation criteria based on 25 kHz or 8.33 kHz interleaving between

channels;

b) agreed geographical separation criteria for the implementation of VDL services;

c) the need for maximum economy in frequency demands and in radio spectrum utilization; and

d) a deployment of frequencies which ensures that international services are planned to be free

of interference from other services using the same band.

2.43 The priority order to be followed in the assignment of frequencies to service is:

a) ATS channels serving international services (ACC, APP, TWR, FIS);

b) ATS channels serving national purposes;

c) channels serving international VOLMET services;

d) channels serving ATIS and PAR; and

e) channels used for other than ATS purposes.

2.44 The criteria used for frequency assignment planning for VHF AMS facilities serving

international requirements should, to the extent practicable, also be used to satisfy the need for national VHF

AMS facilities.

2.45 Special provisions should be made, by agreement between the States concerned, for the

sharing and the application of reduced protection of non-ATS frequencies in the national sub-bands, so as to

obtain a more economical use of the available frequency spectrum consistent with operational requirements.

2.46 States should ensure that no air/ground frequency is utilized outside its designated

operational coverage and that the stated operational requirements for coverage of a given frequency can be

met for the transmission sites concerned, taking into account terrain configuration.

Radio navigation aids for Aeronautical Radio Navigation Services (ARNS)

2.47 Frequencies should be assigned to all radio navigation facilities taking into account agreed

geographical separation criteria to ILS localizer, VOR and GBAS, X and Y channels to DME, in accordance

with the principles laid out in Annex 10, Volume V and ICAO Handbook on Radio Frequency Spectrum

Requirements for Civil Aviation (Doc 9718) Volumes I and II. Also, the need for maximum economy in

frequency demands and in radio spectrum utilization and a deployment of frequencies which ensures that

international services are planned to be free of interference from other services using the same band, need to

be considered.

2.48 The principles used for frequency assignment planning for radio navigation aids serving

international requirements should, to the extent possible, also be used to satisfy the needs for national radio

aids to navigation.

Support to ICAO Positions for ITU World Radiocommunication Conferences (WRCs)

2.49 Considering the importance and continuous demand of the radio frequency spectrum and for

the protection of the current aeronautical spectrum and the allocation of new spectrum for the new services

and system to be implemented in civil air navigation, States and international organizations are to support

ICAO’s position at ITU World Radiocommunication Conferences (WRCs) and in regional and other

international activities conducted in preparation for ITU WRCs.

Note: The Handbook on Radio Frequency Spectrum Requirements for Civil Aviation (Doc

9718) Volume I, contains ICAO policy statements relevant to the aviation requirements for radio frequency

spectrum. The handbook is intended to assist States and ICAO in preparing for ITU WRCs.

Page III-6



Communications

3.1 The NAT ground/ground data interchange should be in accordance with the procedures

specified in the NAT Common Coordination Interface Control Document (NAT CC ICD, Pan Regional

Interface Control Document (PAN ICD) for ATS Interfacility Data Communications (AIDC)

Aeronautical mobile service (AMS)

3.2 While current voice communication links such as HF and VHF will continue to be used

where necessary and appropriate, satellite data links are ultimately expected to provide high quality near

real-time information interchange in a major part of the NAT Region. In some parts of the Region, terrestrial

data links will be used. Thus, where a choice of alternative air/ground delivery systems exists, the system

should be designed to dynamically select the most economic data link routing consistent with efficiency and

operational requirements. The AMS to be provided in the NAT Region are shown in Table CNS II-5.

3.3 Where appropriate, CPDLC should be used in lieu of voice communications.

3.4 States should plan for the use of satellite voice for routine communications as an alternative

to HF voice. Overall system design should take into account planning for an orderly reduction of HF voice

services in the NAT Region.

3.5 For the data circuits between ATS systems referred to in 2.19 above, Table CNS II-6 shows

the ATS data circuits plan for the NAT Region.

Navigation

3.6 Table CNS II-7 details the radio navigation aids in the NAT Region.

Aeronautical Surveillance

3.7 Table CNS II-8 shows the ATS surveillance systems in the NAT Region.

3.8 Aeronautical surveillance in the NAT Region is performed by means of automated and voice

position reporting and by ATS surveillance in certain parts of the Region.

Regional data link performance monitoring

3.9 The NAT Data Link Monitoring Agency (DLMA) monitors data link performance in the

NAT Region on the basis of reports provided by States and airspace users.

__________________

http://www.icao.int/EURNAT/Pages/EUR-and-NAT-Document.aspx?RootFolder=%2FEURNAT%2FEUR%20and%20NAT%20Documents%2FNAT%20Documents%2FPAN%20AIDC%20ICD&FolderCTID=0x012000DAF95319EADD9946B510C5D7B595637D00AA5EB47B299B9A4BAD1968B24E18655C&View=%7b2666E7DD-5F4E-4E64-B16A-CF142A1E5BC9%7d

http://www.icao.int/EURNAT/Pages/EUR-and-NAT-Document.aspx?RootFolder=%2FEURNAT%2FEUR%20and%20NAT%20Documents%2FNAT%20Documents%2FPAN%20AIDC%20ICD&FolderCTID=0x012000DAF95319EADD9946B510C5D7B595637D00AA5EB47B299B9A4BAD1968B24E18655C&View=%7b2666E7DD-5F4E-4E64-B16A-CF142A1E5BC9%7d

Page III-7

NAT ANP, Volume II Part III CNS February 2018

TABLE CNS II- 1 - AERONAUTICAL FIXED TELECOMMUNICATIONS NETWORK

(AFTN) PLAN


Column

1 The AFTN Centres/Stations of each State are listed alphabetically. Each circuit appears

twice in the table. The categories of these facilities are as follows: M - Main AFTN COM Centre T - Tributary AFTN COM Centre S - AFTN Station 2 Category of circuit: M - Main trunk circuit connecting Main AFTN communication centres. T - Tributary circuit connecting Main AFTN communication centre and Tributary AFTN

Communications Centre. S - AFTN circuit connecting an AFTN Station to an AFTN Communication Centre. 3 Type of circuit provided: LTT/a - Landline teletypewriter, analogue (e.g. cable, microwave) LTT/d - Landline teletypewriter, digital (e.g. cable, microwave) LDD/a - Landline data circuit, analogue (e.g. cable, microwave) LDD/d - Landline data circuit, digital (e.g. cable, microwave) SAT/a/d - Satellite link, with /a for analogue or /d for digital 4 Circuit signalling speed in bits/s. 5 Circuit protocols 6 Data transfer code (syntax): ITA-2 - International Telegraph Alphabet No. 2 (5-unit Baudot code). IA-5 - International Alphabet No. 5 (ICAO 7-unit code). CBI - Code and Byte Independency (ATN compliant). 7 Remarks

State/Station Category

Requirement

Remarks Type

Signalling speed

Procotol Code

1 2 3 4 5 6 7

CANADA

Ottawa-M

Reykjavik M LDD/d 9600 CIDIN IA-5

London A M LDD/d 9600 X.25 IA-5

London C M LDD/d 9600 X.25 1A-5

Atlanta M LDD/d 9600 X.25 1A-5

Salt Lake City M LDD/d 9600 X.25 1A-5

FAEROES (Denmark)

Vagar-S

Copenhagen M LDD/d 9600

TCP/IP

via Internet

IA-5

GREENLAND (Denmark)

Nuuk-M

Copenhagen M LDD/d 9600 TCP/IP

via Internet

IA-5

Page III-8


State/Station Category

Requirement

Remarks Type

Signalling speed

Procotol Code

1 2 3 4 5 6 7

ICELAND

Reykjavik-M

Bergen M LDD/d 9600 CIDIN IA-5

London M LDD/d 9600 CIDIN IA-5

Ottawa M LDD/d 9600 CIDIN IA-5

IRELAND

London-A M LDD/a 9600 AFTN IA-5

London-B M LDD/a 9600 AFTN IA-5

Bordeaux M LDD/a 4800 AFTN IA-5

NORWAY

Bergen-M

Copenhagen M LDD/d 9600 CIDIN IA-5

PORTUGAL

Lisboa-M

Santa Maria M LDD/d 2400 AFTN IA-5

UNITED KINGDOM

London-M

Bergen M LDD/d 64000 CIDIN IA-5

Lisbon M LDD/d 9600 CIDIN IA-5

UNITED STATES

Atlanta M LDD/d 9600 X.25 IA-5

Salt Lake City M LDD/d 9600 X.25 IA-5

__________________

Page III-9


TABLE CNS II-2 - REQUIRED ATN INFRASTRUCTURE ROUTING PLAN

Note: Data to be incorporated1

EXPLANATION OF THE TABLE Column

1 Name of the Administration and Location of the ATN Router 2 Type of Router (in end systems (ES) of the Administration shown in column 1) 3 Type of Interconnection:

Inter Regional: Connection between different Regions/ domains Intra Regional: Connection within a Region/ domain.

4 Connected Router: List of the Administration and location of the ATN routers to be connected with the router shown in column 1.

5 Bandwidth: Link Speed expressed in bits per second (bps) 6 Network Protocol: If Internet Protocol Suite is used, indicate version of IP (IPv4 or IPv6) 7 Via: The media used to implement the interconnection of the routers. (in case of IP service

bought from a service provider, indicate VPN) 8 Remarks

Administration

and Location

Type

of

Router

Type of

Interconnection

Connected

Router

Bandwidth Network

Protocol

Via

Remarks

1 2 3 4 5 6 7 8

_______________

1 Canada: Table CNS II-2 cannot be filled at the moment, as all the information needed is currently being developed and

negotiated with our neighbouring ANSPs in the North Atlantic Region as part of the North Atlantic Network Upgrade (NANU).

Page III-10


TABLE CNS II-3 — ATS DIRECT SPEECH CIRCUITS PLAN


Column 1 and 2 Circuit terminal stations are listed alphabetically by the Terminal I. 3 A — indicates ATS requirement for the establishment of voice communication within 15

seconds. D — indicates requirements for instantaneous communications. 4 Type of service specified: LTF — landline telephone (landline, cable, UHF, VHF, satellite).

RTF — radiotelephone. 5 Type of circuits; Direct (DIR) or Switched (SW). D — indicates a direct circuit connecting Terminals I and II. S — indicates that a direct circuit does not exist and that the connection is established via

switching at the switching centre(s) indicated in column 6. IDD — International direct dialling by public switch telephone network

Note 1.— Number of D and/or S circuits between Terminals I and II are indicated by numerical prefix, i.e. 2 D/S means 2 direct circuits and one switched circuit.

Note 2.— Pending the implementation of proper ATS voice circuits, and provided that aeronautical operational requirements are met, IDD services may be used for the ATS voice communications in low traffic areas.

6 Location of switching centre(s). Alternate routing location, if available, is indicated in brackets.

7 Remarks

ATS requirements for speech communications Circuit

Remarks Terminal I Terminal II Type Service

DIR/SW

To be switched

via/

1 2 3 4 5 6 7

BODO

STAVANGER A LTF D

MURMANSK A LTF IDD

REYKJAVIK A LTF D

GANDER

MONCTON A LTF D

MONTREAL A LTF D

NEW YORK A LTF D

PRESTWICK A LTF 2D

REYKJAVIK A LTF 2D

SANTA MARIA A LTF S New York

NUUK A LTF D

NEW YORK

BOSTON A LTF D

BERMUDA A LTF D

MONCTON A LTF D

SANTA MARIA A LTF 3D

WASHINGTON A LTF D

PRESTWICK

BREST A LTF D

GANDER A LTF 2D

MADRID A LTF D

REYKJAVIK A LTF 2D

SANTA MARIA A LTF 2D

SCOTTISH A LTF D

SHANNON A LTF 2D

REYKJAVIK

ANCHORAGE A LTF IDD

EDMONTON A LTF D

Page III-11


ATS requirements for speech communications Circuit

Remarks Terminal I Terminal II Type Service

DIR/SW

To be switched

via/

1 2 3 4 5 6 7

GANDER A LTF D

MURMANSK A LTF IDD

STAVANGER A LTF D

NUUK A LTF D

THULE A LTF IDD

PRESTWICK A LTF 4D+1IDD

BODO A LTF D Planned Q4-2015

SANTA MARIA

SAL A LTF D

CANARIAS A LTF IDD

LISBOA A LTF 2D

MADRID A LTF 3D

PIARCO A LTF IDD

PRESTWICK A LTF 2D

NUUK

EDMONTON A LTF D

Page III-12


TABLE CNS II-4 - HF NETWORK DESIGNATORS

Note: Not applicable in NAT Region.

Page III-13


TABLE CNS II-5 — AERONAUTICAL MOBILE SERVICE AND AMSS


Column

1 The name of the State and the locations within the same where the service is provided.

2 The required services or functions are provided. Suitable abbreviations for these services or functions

are listed below.

ACC-L Area control service for flights in lower airspace.

ACC-U Area control service for flights in upper airspace.

AFIS Aerodrome flight information service.

APP Approach control centre.

ATIS Automatic terminal information service.

D-ATIS Data link-automatic terminal information service.

CLRD Clearance delivery.

FIC-L Flight information service in lower airspace.

FIC-U Flight information service in upper airspace.

VHF-ER VHF — Extended range.

GP Facility providing VHF or HF en-route general purpose (GP) communication. These

facilities provide air-ground radiotelephony for all categories of messages listed in

Annex 10, Volume II, 5.1.8. This system of communication is normally indirect, i.e.

exchanged through the intermediary of a third person who is usually a

communicator at an aeronautical station.

SMC Surface movement control up to limits of aerodrome.

TMA Terminal area control service.

TWR Aerodrome control service.

VOLMET VOLMET broadcast.

3 Number of voice VHF channels for the corresponding services indicated in column 2. The number of

implemented channels is shown in parentheses.

4 Requirement for VHF data link (x) for the corresponding services indicated in column 2. The

implementation date (month/year) of the service is shown in parentheses

5 HF network designators for the corresponding services indicated in column 2. The number of

implemented frequencies is shown in parentheses.

6 Requirement for HF data link (x) for the corresponding services indicated in column 2. The

implementation date (month/year) of the service is shown in parentheses.

7 Requirement for satellite voice communications (x) for the corresponding services indicated in

column 2. The implementation date (month/year) of the service is shown in parentheses.

8 Requirement for satellite data communications (x) for the corresponding services indicated in column

2. The implementation date (month/year) of the service is shown in parentheses.

9 Requirement for Mode S data communications (x) for the corresponding services indicated in column

2. The implementation date (month/year) of the service is shown in parentheses.

10 Remarks.

Note.— Data links and satellite voice will be used for CPDLC communications and the implementation year is

indicated by two digits.

Page III-14


TABLE CNS II-5— AERONAUTICAL MOBILE SERVICE AND AMSS

Country and location Service or function

VHF voice

VHF data HF voice HF data Satellite

voice Satellite

data Mode S Remarks

1 2 3 4 5 6 7 8 9 10

CANADA CZQX GANDER GP 5 (5) X

(01/2008) NAT-A NAT-B NAT-C NAT-D

X (2009) X (01/2008)

CLRD 5 (5) X (05/2006)

NAT-F

VNAT GREENLAND (Denmark) BGGL NUUK FIC-L 4 (4) RDARA X BGSF KANGERLUSSUAQ TWR 1 (1) APP 2 (2) FAROE ISLANDS (Denmark) EKVG VAGAR AFIS 1 (1) ICELAND BIAR AKUREYRI TWR 1 (1) APP 1 (1) BIEG EGILSSTADIR AFIS 1 (1) BIKF KEFLAVIK TWR 1 (1) GND 1 (1) APP 1 (1) CLRD 1 (1) ATIS 1 (1) BIRK REYKJAVIK TWR 1 (1) GND 1 (1) APP 1 (1) ATIS 1 (1) BIRD REYKJAVIK ACC-U 9 (9) X X X X ACC-L 2 (2)

BICC REYKJAVIK GP 3 (3) NAT-B NAT-C

X

Page III-15


Country and location Service or function

VHF voice

VHF data HF voice HF data Satellite

voice Satellite

data Mode S Remarks

1 2 3 4 5 6 7 8 9 10

NAT-D IRELAND EIAA SHANNON/Ballygireen GP 2 (2) NAT-A X VOLMET 1 (1) NAT-B

NAT-C NAT-D NAT-F VNAT

NORWAY ENBD BODO ACC L,U 1 (1) X NAT-D X X X ENSB SVALBARD AFIS 1 (1) 3023

6666 8840

Available to flights above FL 100 in emergency only

PORTUGAL LPPD PONTA DELGADA/San Miguel I., Acores TWR 1 (1) APP 1 (1)

LPPO SANTA MARIA, Acores ACC L,U 2 (2) X X X X GP 1 (1) NAT-A

NAT-E X

CLRD 2 (1)

LPAZ SANTA MARIA/Santa Maria I., Acores TWR 1 (1) APP 1 (1)

UNITED KINGDOM EGGX PRESTWICK CLRD 2 (2) X ACC L, U X X X X

UNITED STATES KZNY NEW YORK ACC L,U 9 (9) X X X X GP 2 (2) NAT-A

NAT-E X

__________________________

Page III-16


TABLE CNS II-6 - ATS DATA CIRCUITS PLAN


Column

1 and 2 Circuit terminal stations are listed alphabetically by the Terminal I.

3 Type of service specified:

LTF — landline telephone (landline, cable, UHF, VHF, satellite).

RTF — radiotelephone.

4 Type of circuits; Direct (DIR) or Switched (SW).

D — indicates a direct circuit connecting Terminals I and II.

S — indicates that a direct circuit does not exist and that the connection is established via switching at

the switching centre(s) indicated in column 6.

5 Location of switching centre(s). Alternate routing location, if available, is indicated in brackets.

6 Status of Implementation. Following codes are used in this column:

a) I — if the circuit is implemented.

b) No indication or mark if the circuit is not implemented and its implementation date is

unknown.

c) If the circuit is not implemented but its implementation date is available, same is indicated in

brackets.

Note.— If the circuit is implemented but there are short-term plans to establish it in other

private/public network(s), the symbol I/P shall be introduced indicating in Column 8 — Remarks, the

future network environment for the circuit.

7 Remarks

Page III-17


TABLE CNS II-6 - ATS DATA CIRCUITS PLAN

ATS requirements for data communications Circuit Status of implemen

tation Remarks

Terminal I Terminal II Service D/S To be switched

via/

1 2 3 4 5 6 7

GANDER

NEW YORK LTF D (2005)

PRESTWICK LTF D I

PRESTWICK LTF D I

PRINS CHRISTIAN SUND LTF D I

REYKJAVIK LTF D (2005)

NEW YORK

SANTA MARIA LTF D I

GANDER LTF D

PRESTWICK

BREST LTF D I

GANDER LTF D I

MADRID LTF D I

REYKJAVIK LTF D I

SANTA MARIA LTF D I

SCOTTISH LTF D I

SHANNON LTF D I

REYKJAVIK

SCOTTISH LTF D I

STAVANGER LTF D I

BODO LTF D I

EDMONTON LTF S CIDIN-Gufunes I

GANDER LTF S CIDIN-Gufunes I

SHANWICK LTF D I

MURMANSK LTF D (2016)

SANTA MARIA

SAL LTF D

MADRID LTF S Lisboa I

LISBOA LTF D

CANARIAS LTF S Lisboa/Madrid

Page III-18


TABLE CNS II-7 — RADIO NAVIGATION AIDS

EXPLANATION OF THE TABLE Column

1 Name of the country, city and aerodrome and, for route aids, the location of the installation.

2 The designator number and runway type:

NINST — Visual flight runway

NPA — Non precision approach runway

PA1 — Precision approach runway, Category I

PA2 — Precision approach runway, Category II

PA3 — Precision approach runway, Category III

3 The functions carried out by the aids appear in columns 4 to 8 and 10 to 12.

A/L — Approach and landing

T — Terminal

E — En route

4 ILS —Instrument landing system. Roman numerals I, II and III indicate the acting category of the ILS I,

II or III. (I) indicates that the facility is implemented.

The letter “D” indicates a DME requirement to serve as a substitute for a marker beacon component of an

ILS.

Note.— Indication of the category refers to the performance standard to be achieved and maintained, in

accordance with pertinent specifications in ICAO Annex 10, and not to specifications of the ILS

equipment, since both specifications are not necessarily the same.

An asterisk (*) indicates that the ILS requires a Category II signal, but without the reliability and

availability which redundant equipment and automatic switching provide.

5 Radio beacon localizer, be it associated with an ILS or to be used as an approach aid at an aerodrome.

6 Radiotelemetrical equipment. When an “X” appears in column 6 in line with the VOR in column 7, this

indicates the need that the DME be installed at a common site with the VOR.

7 VOR — VHF omnidirectional radio range.

8 NDB — Non-directional radio beacon.

9 The distances and altitude to which the VOR or VOR/DME signals are required, indicated in nautical

miles (NM) or thousands of feet, or the nominal coverage recommended of the NDB, indicated in nautical

miles.

10, 11 GNSS — global navigation satellite system (includes GBAS and SBAS).

GBAS (ground-based augmentation system) implementation planned to be used in precision approach

and landing CAT I, CAT II, CAT III.

SBAS (satellite-based augmentation system) implementation planned to be used for route navigation, for

terminal, for non precision approach and landing. An “X” indicates service availability; exact location of

installation will be determined.

Note. — GPS receiver is under standard rules and ABAS (aircraft-based augmentation system).

Page III-19


12 Remarks

Note.— Columns 5 to 12 use the following symbols:

D — DME required but not implemented.

DI — DME required and implemented.

X — Required but not implemented.

XI — Required and implemented.

Page III-20


TABLE CNS II-7 — RADIO NAVIGATION AIDS

GNSS

Station/Territory Rwy type Function ILS L DME VOR NDB Coverage GBAS SBAS Remarks

1 2 3 4 5 6 7 8 9 10 11 12

FAROE ISLANDS (Denmark) MYGGENAES E/T/A X VAGAR 12 NPA A/L X X 30 PA1

X

GREENLAND (Denmark) HOLSTEINSBORG E X SD KANGERLUSSUAQ A/L X X T X E X SD KULUSUK E X SD PRINS CHRISTIANS SUND E X LD SIMIUTAQ E X SD ICELAND AKUREYRI 01 PA1 A/L X X 19 NPA A/L X X X T/E X X T/E X 50 EGILSSTADIR 04 PA1 A/L X X X X 22 NPA A/L X X X T/E X INGO E X X KEFLAVÍK 02 PA1 A/L X X X X 20 PA2 A/L X X X X 11 PA2 A/L X X X X 29 PA1 A/L X X X X T/E X X 250 T/E X REYKJAVIK 01 NPA A/L X 19 PA1 A/L X X X 13 NPA A/L X X 31 NPA A/L X T/E X 100 NORWAY SVALNARD/LONGYEAR 10PA1 A/L 1D X X

Page III-21


GNSS

Station/Territory Rwy type Function ILS L DME VOR NDB Coverage GBAS SBAS Remarks

1 2 3 4 5 6 7 8 9 10 11 12

28NPA A/L X X PORTUGAL FLORES, Flores I., Acores E,T X X 275/300 LAJES, Terceira I., Acores A/L X E X

PONTA DELGADA, Sao Miguel I., Acores E,T X X 275/300

SANTA MARIA, Santa Maria I., Acores A/L 19-I X

X

E X X 200/500

________________

Page III-22


TABLE CNS II-8 - SURVEILLANCE SYSTEMS


Column

1 Name of State/Territory and location of the radar station

2 Longitude and Latitude of radar station.

3 Air traffic services unit served by the facility

4 PSR/Function — Primary surveillance radar/Function

E — En-route area control centres

T — Terminal

5 Coverage of primary surveillance radar in nautical miles

6 PSR/Status — Primary surveillance radar/Status of implementation

7 SSR/MSSR/Function — Secondary surveillance radar/Monopulse secondary surveillance

radar/Function

E — En-route area control centres

T — Terminal

8 SSR/MSSR/Modes — Modes A, C or S

9 Coverage of secondary surveillance radar in nautical miles

10 SSR/MSSR/Status — Secondary surveillance radar/Monopulse secondary surveillance

radar/Status of implementation

11 ADS-B/Coverage — Automatic dependent surveillance-Broadcast/Coverage

12 ADS-B/Status — Automatic dependent surveillance-Broadcast/Status of implementation

13 Remarks

Note.— The following codes are used in columns 6, 10, 12 and 13:

6, 10 and 12 I — Implemented using conventional SSR

I* — Implemented using monopulse SSR

NI — Not implemented

I/P — (Implemented/Planned) Indicates the implemented radar system and

enlargement and/or replacement of the radar system at short term (2 years)

P — Planned using SSR

P* — stands for future plan using monopulse SSR

NP — (Not planned) Indicates that the State has no plans for radar implementation

R — Recommended

13 * MSSR — Monopulse SSR

< - Year — Planned commissioning year

> - Year — Planned decommissioning year

Page III-23


TABLE CNS II-8 - SURVEILLANCE SYSTEMS

PSR SSR ADS-B

State (territory)/Location

Lat/Long ATS unit served

Function Coverage(NM) Status Function Modes(A, C or S)

Coverage(NM) Status Coverage (NM)

Status Remarks

1 2 3 4 5 6 7 8 9 10 11 12 13

CANADA

Breevort

SSR 63 20 25N 064 09 24W ADS-B 63 20 25N 064 09 13W

Gander ACC E AC 250 I* 250 I

Brisay 54 23 06N 070 34 56W

Gander ACC E AC 256 I*

Cape Dyer

SSR 66 39 55N 061 21 22W ADS-B 66 39 54N 061 21 35W


Cartwright 53 33 04N 056 49 49W


Gander 48 59 10N 054 30 15W


Goose Bay 53 28 17N 060 17 40W


Hopedale 55 27 51N 060 13 07W

Gander ACC 250 I

Page III-24


PSR SSR ADS-B





Status Remarks

1 2 3 4 5 6 7 8 9 10 11 12 13

Iqaluit 63 46 51N 068 32 41W

Gander ACC E S 256 I*

Kuujjuaq 58 08 46N 068 24 12W

Gander ACC E S 256 I*

Saglek

SSR 58 29 17N 062 35 08W ADS-B 58 29 20N 062 35 01W


Stephenville 48 35 27N 058 39 57W


St. Johns 47 39 01N 058 39 57W

Gander ACC T 80 T AC 250 I*

Sydney 46 05 35N 060 26 19W


DENMARK

Greenland

Faeroess

SSR 62 04 08N 006 58 00W

ADS-B 62 20 22N

006 19 19W AND 61 25 33N

Reykjavik ACC

E 240 I E A/C 240 I

250 II

Page III-25


PSR SSR ADS-B





Status Remarks

1 2 3 4 5 6 7 8 9 10 11 12 13

006 44 16W

Frederiksdal

60 00 01N 044 36 36W

Gander ACC

250 I Installed and

maintained by Canada

Kangerlussuac 66 59 49N 050 36 58W

BGSF T/A T A,C 200 I

Paamuit

61 59 33N 049 40 28W

Gander ACC

250 I Installed and


Prins Christian Sun

60 02 59N 043 09 30W

Gander ACC

250 I Installed and


Simiutaq

60 40 59N 046 35 48W

Gander ACC

250 I Installed and


ICELAND

Akureyri 65 39 18N 018 04 09W

Akureyri APP T 20 I

Blafjoll 63 58 37N 021 38 04W

Reykjavik ACC E 250 I

Bolafjall 66 10 42N 023 19 42W

Reykjavik ACC

E 240 I E A/C 240 I 250 I MSSR 06

Gunnolfsvikurfjall 66 08 40N 015 05 24W

Reykjavik ACC

E 240 I E A/C 240 I 250 I MSSR 06

Háfell 63 26 35N 018 51

Reykjavik ACC

E 250 I

Page III-26


PSR SSR ADS-B





Status Remarks

1 2 3 4 5 6 7 8 9 10 11 12 13

58W

Háöxl 63 54 39N 016 36 49W


Keflavik 63 59 18N 022 35 12W

Reykjavik ACC Keflavik APP

T/E 60 I T/E A/C 195 I

Midnesheidi 64 01 19N 022 39 21W

Reykjavik ACC Keflavik APP

T/E 220 I E A/C 240 I MSSR 06

Reykjanesviti 63 52 53N 022 42 15W

Reykjavik ACC

E 250 I

Stokksnes 64 14 28N 014 57 46W

Reykjavik ACC

E 230 I E A/C 240 I MSSR 06

Thverfjall 66 02 33N 023 18 35W


Vidarfjall 66 15 36 N 015 46 26W


PORTUGAL

Acores Santa Maria

OACC NP E/T C 240 P* <2005

UNITED KINGDOM

Bermuda

Sumbourough 59 54 21N 001 22 57W

Reykjavik ACC

E A/C 250 I

Page IV-1

NAT ANP, Volume II Part IV (ATM) November 2017

NAT ANP, VOLUME II

PART IV - AIR TRAFFIC MANAGEMENT (ATM)

1. INTRODUCTION


PANS related to air traffic management (ATM). It contains dynamic plan elements related to the assignment

of responsibilities to States for the provision of ATM facilities and services within a specified area in

accordance with Article 28 of the Convention on International Civil Aviation (Doc 7300); and mandatory

requirements related to ATM facilities and services to be implemented by States in accordance with regional

air navigation agreements. Such agreement indicates a commitment on the part of the State(s) concerned to

implement the requirement(s) specified.


Optimization of traffic flows

2.1 The Planning and Implementation Regional Groups (PIRGs), through regional air navigation

agreement, are responsible for the optimization of the traffic flows through the continuous improvement of

the regional ATS route network and organized track systems and implementation of random routing areas

and free route airspace in the Region through the set-up of appropriate mechanisms for regional and inter-

regional planning and coordination.

2.2 Whenever practicable, States should, in close coordination with operators, establish the most

efficient routings.

2.3 The requirements for regional ATS route network, in particular, for ATS routes over the high

seas and airspace of undetermined sovereignty, should be agreed upon through regional air navigation

agreement.

Note: States’ AIPs and other States publications should be consulted for information on the

implemented ATS routes.

Aircraft Identification-SSR Code Management

Note: Not applicable in the NATRegion


3.1 ATS routes have been developed in the NAT Region for the use of aircraft equipped with

only one long-range navigation system, and of aircraft equipped with short-range navigation equipment

(VOR/DME, ADF). These routes are listed in NAT Doc 007.

3.2 Twice daily, organized track systems (OTS) are promulgated to manage the core East-West

flows of traffic in the NAT Region. Details are provided in NAT SUPPs, 6.4 and NAT Doc 007.


http://www.icao.int/EURNAT/Pages/EUR-and-NAT-Document.aspx?RootFolder=%2FEURNAT%2FEUR%20and%20NAT%20Documents%2FDoc%207030%20-%20EUR%20and%20NAT%20SUPPs%2FNAT%20SUPPs%20working%20copy&FolderCTID=0x012000DAF95319EADD9946B510C5D7B595637D00AA5EB47B299B9A4BAD1968B24E18655C&View=%7b2666E7DD-5F4E-4E64-B16A-CF142A1E5BC9%7d


Page IV-2


Regional safety monitoring

3.3 The NAT Central Monitoring Agency (CMA) is responsible for the monitoring and reporting

of certain aspects of operations in the NAT Region. The NAT CMA was initially established in 1985 by the

ICAO North Atlantic System Planning Group (NATSPG) to support the preparation and introduction of

RVSM in the North Atlantic (NAT) Region, and thereafter to perform a database assessment and provide

assurance of continuing system safety and integrity.

3.4 The CMA is one of thirteen Regional Monitoring Agencies (RMAs) around the world which

serves its ICAO Planning and Implementation Regional Groups, its associated States, ANSPs and aircraft

operators. Currently, the NAT CMA maintains State Registration and Operational Approval records for

aircraft registered in five designated States (Norway, Iceland, Ireland, Portugal and Bermuda) and

Operational Approvals granted by other States for aircraft registered in these five States; it also assists those

States in overseeing operator compliance with height monitoring targets in accordance with ICAO Annex 6

(Operation of Aircraft) requirements. It supports the RMA community by maintaining a combined database

of aircraft registration, operators and RVSM Approvals, incorporating regular revisions of data from other

RMAs into a common system.

3.5 To monitor compliance with the RVSM Minimum Navigation Performance Specification

(RVSM MASPS) the CMA processes and reviews aircraft height keeping performance to determine

altimetry system error (ASE) and issues height monitoring results to operators. To do this the CMA uses

recorded data from the Height Monitoring Unit (HMU) at Strumble (Wales) on the basis of individual

operator requests but also utilises the data continuously recorded of aircraft passing the HMU site within

RVSM levels.

3.6 The CMA also receives, reviews and records operational safety occurrence reports from

ANSPs and aircraft operators across the North Atlantic Region, in support of regional safety groups and

other stakeholders. The resultant records provide data to support regional risk assessment (technical and

operational risk), analysis and the measurement of performance against established Target Levels of Safety

and trend data, to support the work of the ICAO safety groups. This data also supports the safe evolution of

separation standards, navigational requirements and procedures.

3.7 The CMA has a small permanent staff augmented by specialists across a range of disciplines

and skills. Since 1985 the scope of the CMA has included flight operations (pilot/navigator) and analytical,

mathematical, technical, and engineering skills provided by NATS Ltd, the UK Air Navigation Service

Provider (ANSP). The operating costs of the CMA and the maintenance of the Height Monitoring Unit are

recovered from ICAO under a Joint Financing Arrangement signed in 1995 by the governments of several

NATSPG Member States: Canada, Iceland, Ireland, Portugal the United Kingdom, United States and ICAO.

3.8 The CMA is located adjacent to the Shanwick Oceanic Area Control Centre, in Prestwick,

Scotland in accommodation provided by NATS on behalf of the United Kingdom. While functionally

autonomous from its host State the CMA can access specialist support and ATC expertise.

Monitoring

3.9 Operators engaged in North Atlantic operations and States having jurisdiction over such

operators should investigate carefully any known or reported case of gross navigation error which has

occurred during a flight in the NAT Region of an aircraft with which they are concerned and, where found

appropriate, States concerned and operators should take the necessary corrective actions.

3.10 States should investigate navigation errors which are brought to the attention of operators

and/or where necessary the State of Registry of the aircraft concerned with the least possible delay.

____________________

Page IV-3


TABLE ATM II-1 - NAT REGION ATS ROUTES


Column

1 Designator of ATS route

2 Significant points defining the ATS route. Only prominent locations have been listed.

3 Purpose/Usage of Routes

Designator Significant Points Purpose/Usage/Restrictions

1 2 3

TANGO Routes

T9 LASNO - BEGAS For flights between Northern

Europe and Spain/

Canarias/Lisboa FIRs.

T13 MANOX – LUPOV (420000N

01505000W) – NILAV (450000N

01325000W) – OMOKO

For flights between Northern

Europe and Canarias/Lisboa FIRs.

T213

TAMEL - BERUX For flights between Northern

Europe and Spain/

Canarias/Lisboa FIRs.

T16

OMOKO – GONAN – EKROL

(420000N 01535000W) – NAVIX

– SNT

For flights between Northern

Europe and Canarias/Lisboa FIRs.

T25 GUNTI – LENSI (390000N

0200000W)

For flights between the Azores

and the Portuguese mainland.

Routings between the Azores and

Portugal and between the Azores

and Madeira

TBA Special Routes for Flights

between the Azores and the

Portuguese mainland and between

the Azores and the Madeira

Archipelago

Special Use Routings Details listed in Provider State

AIS and in ICAO NAT Doc.007

NAT Operations & Airspace

Manual

For use by aircraft with a single

functioning LRNS or with short

range navigation systems. State

Approvals for NAT HLA

operations are still required.

L576 BDA/VOR 322152N 0644123W

SEAVR 294156N 0630425W

RKDIA 210000N 0600000W

(CITRS 180000N 0590000W)

For flights southbound from the

Bermuda VOR (BDA) between

north-eastern United States to Rio

de Janeiro (Brazil), Sao Paulo

(Brazil) and Buenos Aires

(Argentina).

____________________

Page V-1

NAT ANP, Volume II Part V (MET) March 2018

NAT ANP, VOLUME II

PART V – METEOROLOGY (MET)

1. INTRODUCTION

1.1 This part of the NAT ANP, Volume II, complements the provisions in the ICAO SARPs and

PANS related to aeronautical meteorology (MET). It contains dynamic plan elements related to the

assignment of responsibilities to States for the provision of MET facilities and services within a specified

area in accordance with Article 28 of the Convention on International Civil Aviation (Doc 7300); and

mandatory requirements related to the MET facilities and services to be implemented by States in accordance

with regional air navigation agreements. Such agreement indicates a commitment on the part of the States

concerned to implement the requirements specified.


Meteorological offices

2.1 In the NAT Region, meteorological watch offices (MWO) have been designated to maintain

continuous watch on meteorological conditions affecting flight operations within their area(s) of

responsibility, as indicated at Table MET II-1.

Meteorological observations and reports

2.2 In the NAT Region, routine observations, issued as a METAR, should be made throughout

the 24 hours of each day at intervals of one half-hour or one hour at aerodromes as indicated in Table MET

II-2.

2.3 At aerodromes that are not operational throughout 24 hours, METAR should be issued at

least 3 hours prior to the aerodrome resuming operations or as agreed upon between airspace users and the

MET Authority in the NAT Region.

Forecasts

2.4 In the NAT Region, an aerodrome forecast, issued as a TAF, should be for the aerodromes

indicated in Table MET II-2.

2.5 In the NAT Region, the period of validity of a routine TAF should be of 9-, 24-, or 30-hours

to meet the requirements indicated in Table MET II-2.

2.6 In the NAT Region, the forecast maximum and minimum temperatures expected to occur

during the period of validity, together with their corresponding day and time of occurrence, should be

included in TAF at aerodromes indicated in Table MET II-2.

2.7 In the NAT Region, landing forecasts (prepared in the form of a trend forecast) should be

provided at aerodromes indicated in Table MET II-2.

Page V-2


Requirements for and use of communications

2.8 Operational meteorological information prepared as METAR, SPECI and TAF for

aerodromes indicated in Table MET II-2, and SIGMET messages prepared for flight information regions or

control areas indicated in Table MET II-1, should be disseminated to the international OPMET databanks

designated for the NAT Region (namely Brussels OPMET databank) and to the centre designated for the

operation of the aeronautical fixed service satellite distribution system (SADIS) and the Internet-based

service (Secure SADIS FTP) and/or WIFS in the NAT Region.

2.9 SIGMET messages should be disseminated to other meteorological offices in the NAT

Region in accordance with the regional OPMET bulletin exchange scheme.

2.10 Special air-reports that do not warrant the issuance of a SIGMET should be disseminated to

other meteorological offices in the NAT Region in accordance with the regional OPMET bulletin exchange

scheme.

2.11 In the NAT Region, meteorological information for use by aircraft in flight should be

supplied through VOLMET broadcasts.

2.12 In the NAT Region, the aerodromes for which METAR and SPECI are to be included in

VOLMET broadcasts, the sequence in which they are to be transmitted and the broadcast time, is indicated in

Table MET II-3.


Meteorological observations and reports

3.1 In the NAT Region, information on the status of the runway should be included as

supplementary information in METAR and SPECI as indicated in Table MET II-2.

3.2 The observations required under the current Danish and Icelandic Joint Financing

Agreements are given in Table MET II-4.

OPMET information

3.3 The details of the NAT regional OPMET bulletin exchange scheme are provided in the EUR

OPMET Data Management Handbook (EUR Doc 018).

Note: The EUR Data Management Group (DMG) of the European Air Navigation Planning

Group (EANPG) Meteorological Group (METG) updates this document accordingly for approval by the

EANPG Programme Coordinating Group (COG). Denmark, Iceland and the United States participate in the

work of the METG. The Regional OPMET Centre (ROC) London coordinates exchange of date with Canada.

Service for operators and flight crew members

3.4 In the NAT Region, scheduled VOLMET broadcasts should contain TAF and SIGMET.

3.56 In the NAT Region, METAR, SPECI and TAF should be available for uplink to aircraft in

flight via D-VOLMET.

______________________

http://www.icao.int/EURNAT/Pages/EUR-and-NAT-Document.aspx?RootFolder=%2FEURNAT%2FEUR%20and%20NAT%20Documents%2FEUR%20Documents%2F018%20-%20OPMET%20Handbook&FolderCTID=0x012000DAF95319EADD9946B510C5D7B595637D00AA5EB47B299B9A4BAD1968B24E18655C&View=%7b2666E7DD-5F4E-4E64-B16A-CF142A1E5BC9%7d

http://www.icao.int/EURNAT/Pages/EUR-and-NAT-Document.aspx?RootFolder=%2FEURNAT%2FEUR%20and%20NAT%20Documents%2FEUR%20Documents%2F018%20-%20OPMET%20Handbook&FolderCTID=0x012000DAF95319EADD9946B510C5D7B595637D00AA5EB47B299B9A4BAD1968B24E18655C&View=%7b2666E7DD-5F4E-4E64-B16A-CF142A1E5BC9%7d

Page V-3


TABLE MET II-1 - METEOROLOGICAL WATCH OFFICES


Column

1 Name of the State where meteorological service is required

2 Name of the flight information region (FIR) or control area (CTA) where meteorological service

is required

Note: The name is extracted from the ICAO Location Indicators (Doc 7910) updated quarterly. If

a State wishes to change the name appearing in Doc 7910 and this table, ICAO should be notified

officially.

3 ICAO location indicator of the FIR or CTA

4 Name of the meteorological watch office (MWO) responsible for the provision of meteorological

service for the FIR or CTA



officially.

5 ICAO location indicator of the responsible MWO

6 Requirement for SIGMET information (excluding for volcanic ash and for tropical cyclones) to

be provided by the MWO for the FIR or CTA concerned, where:

Y – Yes, required

N – No, not required

7 Requirement for SIGMET information for volcanic ash to be provided by the MWO for the FIR

or CTA concerned, where:

Y – Yes, required


8 Requirement for SIGMET information for tropical cyclone to be provided by the MWO for the

FIR or CTA concerned, where:

Y – Yes, required


9 Requirement for AIRMET information to be provided by the MWO for the FIR or CTA

concerned, where

Y – Yes, required


State

FIR or CTA where

meteorological service is

required

Responsible meteorological watch

office

Meteorological

service to be

provided

Name

ICA

O L

oca

tion

Ind

icato

r

Name

ICA

O L

oca

tion

Ind

icato

r

SIG

ME

T (W

S)

SIG

ME

T (W

V)

SIG

ME

T (W

C)

AIR

ME

T

(WA

)

1 2 3 4 5 6 7 8 9

Canada GANDER, NL

(ACC)

CZQX MONTREAL (QUEBEC

FORECAST OFFICE),

QUE1

CWUL Y Y Y

Denmark NUUK FIR BGGL KANGERLUSSUAQ

(Greenland) 1

BGSF Y Y

Iceland REYKJAVIK FIR,

OAC, ACC, FIC

BIRD REYKJAVIK AIRPORT,

NOF, MET

BIRK Y Y

Norway BODO FIC/OFIR ENOB TROMSO ENVN Y Y

1 Nuuk FIR/Gander Oceanic CTA and Nuuk FIR/Reykjavik CTA served by Montreal MWO and Reykjavik MWO respectively.

Page V-4


State

FIR or CTA where

meteorological service is

required

Responsible meteorological watch

office

Meteorological

service to be

provided

Name

ICA

O L

oca

tion

Ind

icato

r

Name

ICA

O L

oca

tion

Ind

icato

r

SIG

ME

T (W

S)

SIG

ME

T (W

V)

SIG

ME

T (W

C)

AIR

ME

T

(WA

)

1 2 3 4 5 6 7 8 9

(VAERVARSLINGA FOR

NORD-NORGE/MET

FORECASTING CENTRE)

Portugal SANTA MARIA

OAC/FIC

LPPO LISBOA LPPT Y Y Y N

United

Kingdom

SHANWICK OACC EGGX GATWICK CAA SRG

(AVIATION HOUSE)

EGRR Y Y

KINLOSS ARCC EGQK GATWICK CAA SRG

(AVIATION RESCUE CO-

ORDINATION CENTRE

HOUSE)

EGRR

United

States

NEW YORK

(ARTCC)

RONKONKOMA

NY.

KZNY KANSAS CITY 2, 3

KKCI Y Y Y

___________________

2 The Washington MET/COM Centre (KWBC) is the AIREP Collecting Centre for the United States. 3 KKCI location indicator not included in DOC 7910/149, September 2014

Page V-5


TABLE MET II-2 - AERODROME METEOROLOGICAL OFFICES


Column

1 Name of the State where meteorological service is required

2 Name of the AOP aerodrome where meteorological service is required



officially.

3 ICAO location indicator of the AOP aerodrome

4 Designation of AOP aerodrome:

RG - international general aviation, regular use

RS - international scheduled air transport, regular use

RNS - international non-scheduled air transport, regular use

AS - international scheduled air transport, alternate use

ANS - international non-scheduled air transport, alternate use

5 Name of the aerodrome meteorological office responsible for the provision of meteorological

service



officially.

6 ICAO location indicator of the responsible aerodrome meteorological office

7 Requirement for METAR/SPECI from the aerodrome concerned, where:

Y – Yes, required


8 Requirement for information on the state of the runway provided by the appropriate airport

authority to be included as supplementary information in METAR/SPECI from the aerodrome

concerned, where:

Y – Yes, required


9 Requirement for trend forecast to be appended to METAR/SPECI from the aerodrome concerned,

where

Y – Yes, required


10 Requirement for TAF from the aerodrome concerned, where

C - Requirement for 9-hour validity aerodrome forecasts in TAF code (9H)

T - Requirement for 18/24-hour validity aerodrome forecasts in TAF code (18/24H)

X - Requirement for 30-hour validity aerodrome forecasts in TAF code (30H)


11 Requirement for maximum and minimum temperature (expected to occur during the period of

validity of the TAF) to be included in TAF from the aerodrome concerned, where:

Y – Yes, required


12 Availability of METAR/SPECI and TAF from the aerodrome concerned, where:

F – Full availability : OPMET information as listed issued for the aerodrome all through

the 24-hour period

P – Partial availability: OPMET information as listed not issued for the aerodrome for the

entire 24-hour period

Page V-6


TABLE MET II-2 - AERODROME METEOROLOGICAL OFFICES

State

AOP aerodrome where

meteorological service is to be

provided

Responsible aerodrome

meteorological office

Observations and

forecasts to be provided

Name

ICA

O L

oca

tion

Ind

icato

r

Use

Name

ICA

O L

oca

tion

Ind

icato

r

ME

TA

R/S

PE

CI

Sta

te of th

e

run

wa

y

Tren

d fo

recast

TA

F

Tem

pera

ture

Tx

/Tn

ME

TA

R/S

PE

CI

an

d T

AF

av

aila

bility

1 2 3 4 5 6 7 8 9 10 11 12

Greenland

(Denmark)

KANGERLUSSUAQ BGSF RS KANGERLUSSUAQ BGSF Y T Y P

Iceland AKUREYRI BIAR AS REYKJAVIK

AIRPORT, NOF,

MET

BIRK Y Y T Y F

EGILSSTADIR BIEG AS REYKJAVIK

AIRPORT, NOF,

MET

BIRK Y Y T Y F

KEFLAVIK

APP/TWR, OPS,

MET

BIKF RS REYKJAVIK

AIRPORT, NOF,

MET

BIRK Y Y T Y F

REYKJAVIK

AIRPORT, NOF,

MET

BIRK RS REYKJAVIK

AIRPORT, NOF,

MET

BIRK Y Y T Y F

Portugal

(Madeira

and Azores)

(Portugal)

PONTA DELGADA LPPD AS LISBOA LPPT Y T Y F

SANTA MARIA LPAZ RS LISBOA LPPT Y X Y F

___________________

Page V-7


TABLE MET II-3 – HF VOLMET BROADCASTS


The transmitting station appears at the top of each block. Names in lower case letters indicate aerodromes for which reports (routine or selected special) are required. Names in upper-case letters indicate aerodromes for which forecasts are required. The Gander, New York and Shannon VOLMET broadcasts should be made only in the English language.

New York New York New York New York

00-05 05-10 10-15 15-20

DETROIT

CLEVELAND

CINCINNATI

Detroit

Cleveland

Cincinnati

Indianapolis

Pittsburgh

SIGMET (New York

Oceanic)

BANGOR

WINDSOR LOCKS

CHARLOTTE

Bangor

Windsor Locks

Norfolk

[Charlotte]

NEW YORK/JFK

NEWARK

BOSTON

New York

Newark

Boston

Baltimore

Washington/IAD

SIGMET (Miami/San

Juan Oceanic)

BERMUDA

MIAMI

ATLANTA

Bermuda

Miami

Nassau

Orlando

[Atlanta]

30-35 35-40 40-45 45-50

CHICAGO

MILWAUKEE

MINNEAPOLIS

Chicago

Milwaukee

Minneapolis

Detroit

Boston

SIGMET (New York

Oceanic)

INDIANAPOLIS

ST. LOUIS

PITTSBURGH

Indianapolis

St. Louis

Pittsburgh

[Atlantic City]

BALTIMORE

PHILADELPHIA

WASHINGTON/IAD

Baltimore

Philadelphia

Washington/IAD

New York/JFK

Newark

SIGMET (New York

Oceanic)

NASSAU

ORLANDO

Bermuda

Miami

Nassau

Orlando

Atlanta

Tampa

[West Palm Beach]

Page V-8


Gander Gander

20-25 25-30

MONTREAL/YUL

TORONTO

OTTAWA

Gander

Montreal/YUL

Toronto

Ottawa

Goose

Churchill

SIGMET (1)

WINNIPEG

EDMONTON

CALGARY

[CHURCHILL]

Kuujjuaq

Winnipeg

Churchill

50-55 55-60

GANDER

ST. JOHNS

HALIFAX

Gander

St. Johns

Halifax

Stephenville

Vancouver

SIGMET (1)

GOOSE

IQALUIT

KANGERLUSSUAQ

Goose

Iqaluit

Kangerlussuaq

[Kuujjuaq]

Notes :

1. SIGMET information in the Gander broadcasts includes SIGMET or notification of SIGMET affecting

flights operating above FL 100 in the Gander Oceanic and Gander, Moncton, Montreal and Toronto flight

information regions (FIRs).

2. The reports and forecasts shown in brackets may be deleted from the broadcasts to provide broadcasting

time for the inclusion of SIGMET messages.

Page V-9


Shannon1 Shannon

1 Shannon

1 Shannon

1 Shannon

1 Shannon

1

00-05 05-10 10-15 15-20 20-25 25-30

SIGMET

BRUXELLES/

NATIONAL

AMSTERDAM/

SCHIPHOL

Bruxelles/National

Amsterdam/Schipol

Frankfurt

Hamburg

München

LONDON/

HEATHROW

LONDON/

GATWICK

STANSTED

London/Heathrow

London/Gatwick

Stansted

Prestwick

Glasgow

SIGMET

DUBLIN

SHANNON

Dublin

Shannon

Manchester

Keflavik

SANTA MARIA

LISBOA

MADRID

Santa Maria

Lisboa

Madrid

Lajes

SIGMET

PARIS/

CHARLES-DE-

GAULLE

PARIS/ORLY

Paris/Charles-de-

Gaulle

Paris/Orly

Zurich

Genève

Milano/Malpensa

Stockholm/Arlanda

Manchester

Shannon

Kobenhavn/Kastrup

Bergen

Dublin

Helsinki/Vantaa

30-35 35-40 40-45 45-50 50-55 55-00

SIGMET

FRANKFURT

KOLN-BONN

Frankfurt

Köln-Bonn

Düsseldorf

München

Luxembourg

KEFLAVIK

GLASGOW

MANCHESTER

London/Heathrow

London/Gatwick

Keflavik

Glasgow

Manchester

SIGMET

OSLO/

GARDERMOEN

KOBENHAVN/

KASTRUP

Oslo/Gardermoen

Kobenhavn/Kastrup

Göteborg/Landvetter

Stockholm/Arlanda

Bergen

Helsinki/Vantaa

ZURICH

GENEVE

Zurich

Genève

Paris/Charles-de-

Gaulle

Paris/Orly

SIGMET

HAMBURG

Bruxelles/National

Amsterdam/Schiphol

Frankfurt

Köln-Bonn

Hamburg

ROMA/FIUMICINO

MILANO/MALPENS

A

Roma/Fiumicino

Milano/Malpensa

Torino

Lisboa

Lajes

Santa Maria

Shannon frequencies – 3413, 5505, 8957, 13264 kHz

NOTES

1. SIGMET denotes the time-blocks during SIGMETs are broadcast.

2. Capital letters, for example BRUXELLES/NATIONAL, indicate aerodrome forecasts. Small letters

indicate aerodrome reports.

3. SIGMETs (where appropriate), forecasts and reports and broadcast in the order shown. If all the elements

of a broadcast have been transmitted in less than the 5 minutes allotted, reports are repeated at the end of

each period of transmission as time permits.

4. The reports broadcast are the latest routine reports (or selected special reports) plus landing forecasts in

the TREND form when the latter are available. If a new report is not available, the earlier one will be

broadcast for one hour only together with the time of observation.

5. The valid period of the aerodrome forecasts normally extends to at least 6 hours following the broadcast

time. If no amendment is received, a forecast is repeated in unchanged form in each scheduled broadcast for

three hours only, or until a new forecast is received.

___________________

1 The following procedures apply to Shannon HF VOLMET broadcasts as indicated:

a) the aerodrome forecasts only should, if required, be omitted if the broadcast would otherwise overrun;

b) when data have not arrived from an aerodrome in time for a broadcast, the latest earlier material should be included in the

broadcast, together with the time of observation.

Page V-10


TABLE MET II-4

SURFACE and UPPER AIR SYNOPTIC NETWORKS and OBSERVATIONS

Observations to be provided under the Danish and Icelandic Joint Financing Agreements

Index No.

Chiffre

indicatif

Indicativo

Station

Estación

Surface synoptic observations

Observations synoptiques à la surface

Observaciones sinópticos de superficie

Half-hourly

observations

Observations

semi-horaires

Observaciones

semi-horarios

Time of observation

Heure d'observation

Observaciones horarios

Radiowind

Radiovent

Radioviento

Radiosonde

Radiosonda

00 03 06 09 12 15 18 21 00 06 12 18 00 06 12 18

GREENLAND (D)

04220 Egedesminde X X X X X X X X X X X X

04270 Narssarssuaq X X X X X X X X X X X X

04320 Danmarkshavn X X X X X X X X X X X X

ICELAND (I)

04005 Bolungarvik X X X X X X X X

04018 Keflavik X X X X X X X X 0000-24001 X X X X

04082 Hofn Hornafjordur X X X X X X X X

1. Plus any necessary special observations.

Prière d'ajouter toute observation spéciale.

Más cualquier otra observación especial.

LEGEND / LÉGENDE / CLAVE

D ICAO 1956 Danish Joint Financing Agreement

Accord de financement collectif de l'OACI avec le Danemark (1956)

Acuerdo de financiamiento colectivo de la OACI de 1956 con Dinamarca.

I ICAO 1956 Icelandic Joint Financing Agreement

Accord de financement collectif de l'OACI avec l'Islande (1956)

Acuerdo de financiamiento colectivo de la OACI de 1956 con Islandia.

__________________

Page VI-1

NAT ANP, Volume II Part VI (SAR) November 2017

NAT ANP, VOLUME II

PART VI - SEARCH AND RESCUE (SAR)

1. INTRODUCTION


PANS related to search and rescue (SAR). It contains dynamic plan elements related to the assignment of

responsibilities to States for the provision of SAR facilities and services within a specified area in

accordance with Article 28 of the Convention on International Civil Aviation (Doc 7300); and mandatory

requirements related to the SAR facilities and services to be implemented by States in accordance with

regional air navigation agreements. Such agreement indicates a commitment on the part of the State(s)

concerned to implement the requirement(s) specified.


2.1 The Rescue Coordination Centres (RCCs) and Rescue Sub-Centres (RSCs) for the NAT

Region are listed in Table SAR II-1 and depicted in Chart SAR II-1.

2.2 In cases where the minimum SAR facilities are temporarily unavailable, alternative suitable

means should be made available.

2.3 In cases where a SAR alert is proximate to a search and rescue region (SRR) delineation

(e.g. 50 NM or less), or it is unclear if the alert corresponds to a position entirely contained within an SRR,

the adjacent RCC or RSC should be notified of the alert immediately.


3.1. None.

____________________

Page VI-2

NAT ANP, Volume II Part VI (SAR) February 2018

TABLE SAR II-1 - SEARCH AND RESCUE FACILITIES IN THE NAT REGION


Column

1 State

2 Name of the Rescue Coordination Centre (RCC) and Rescue Sub-centre (RSC).

3 SAR points of contact (SPOC). Name of the SPOC.

4 Remarks. Supplementary information such as the type of RCC (e.g. maritime or aviation or joint).

State Name of and RCC/RSC SPOC Remarks

1 2 3 4

CANADA

Halifax JRCC Trenton JRCC

Trenton JRCC

JRCC: Joint Rescue Coordination Centre

DENMARK (Greenland)

Nuuk RCC

Nuuk RCC

ICELAND

Reykjavik JRCC

Reykjavik JRCC


NORWAY

Bodo RCC Bodo RCC

PORTUGAL

Lajes RCC Lajes RCC

UNITED KINGDOM

Kinloss ARCC Kinloss ARCC Aviation Rescue Co-ordination Centre

UNITED STATES

Boston JRCC (Massachusetts) Norfolk JRCC (Virginia) Miami JRCC (Florida)

Boston JRCC Norfolk JRCC Miami JRCC


____________________

Page VII-1

NAT ANP, Volume II Part VII (AIM) November 2017

NAT ANP, VOLUME II

PART VII - AERONAUTICAL INFORMATION MANAGEMENT (AIM)

1. INTRODUCTION


PANS related to AIS/AIM and aeronautical charts (MAP). It contains dynamic plan elements related to the

assignment of responsibilities to States for the provision of AIS/AIM facilities and services within a

specified area in accordance with Article 28 of the Convention on International Civil Aviation (Doc 7300);

and mandatory requirements related to the AIS/AIM facilities and services to be implemented by States in

accordance with regional air navigation agreements. Such agreement indicates a commitment on the part of

the State(s) concerned to implement the requirement(s) specified.


2.1 The responsibility for the provision of AIS/AIM facilities and services in the NAT Region, is

reflected in the Table AIM II-1, which shows the list of designated international NOTAM Offices (NOF),

designated States for AIP production, designated States for aeronautical charts (MAP) production,

designated States for the provision of the authoritative Integrated Aeronautical Information Database (IAID)

and designated States for the provision of pre-flight information services.

2.2 States should designate and implement an authoritative Integrated Aeronautical Information

Database (IAID) where data sets are integrated and used to produce current and future AIS/AIM products

and services, which is a fundamental step in the transition to AIM. The designation of authoritative databases

should be clearly stated in the Aeronautical Information Package AIP.

2.3 The national plans for the transition from AIS to AIM identifying clearly the timelines for

the implementation of the different elements of the ICAO Roadmap for the transition from AIS to AIM

should be submitted by States to the ICAO EUR/NAT Regional Office. States should also inform the ICAO

EUR/NAT Regional Office of any update.

2.4 States should take necessary measures to ensure that aeronautical information and data they

provide meet the regulatory aeronautical data quality requirements.

2.5 The Quality Management System (QMS) in AIS/AIM should define procedures to meet the

safety and security objectives associated with the management of aeronautical data and information.

2.6 Recognizing the need to maintain or enhance existing safety levels of operations, States

should ensure that any change to the existing systems or the introduction of new systems used for processing

aeronautical data and/or information are preceded by a safety assessment.

2.7 Technical services responsible for origination of the raw aeronautical information should be

acquainted with the requirements for promulgation and advance notification of changes that are operationally

significant as established in Annexes 11 and 14 and other relevant ICAO documentation. They should take

due account of the time needed by AIS/AIM for the preparation, production and issue of the relevant

material, including the compliance with the AIRAC procedures.

2.8 AIS/AIM personnel should be involved in the air navigation planning processes. This should

ensure the timely preparation of appropriate AIS documentation and that the effective dates for changes to

the air navigation system and procedures are satisfied.

2.9 States should produce relevant aeronautical charts required for civil air operations employing

visual air navigation independently or in support of other forms of air navigation. The production

Page VII-2

NAT ANP, Volume II Part VII (AIM) November 2017

responsibility for sheets of the World Aeronautical Chart (WAC) — ICAO 1: 1 000 000 or Aeronautical

Chart — ICAO 1: 500 000 (as an alternative to the World Aeronautical Chart — ICAO 1:1 000 000) is set

out in Table AIM II-2.


3.1 None.

_____________________

Page VII-3

NAT ANP, Volume II Part VII (AIM) February 2018

TABLE AIM II-1 - RESPONSIBILITY FOR THE PROVISION OF AIS/ AIM FACILITIES AND SERVICES IN THE NAT REGION


Column:

1 Name of the State or territory

2 Designated international NOTAM Office (NOF)

3 Designated State for AIP production

4 Designated State for aeronautical charts (MAP) production

5 Designated State for the provision of the authoritative Integrated Aeronautical Information Database (IAID)

6 Designated State for the provision of pre-flight information services

7 Remarks — additional information, as appropriate.

State/FIR NOF AIP MAP IAID

Pre-flight

briefing Remarks

1 2 3 4 5 6 7

BODO OCEANIC OSLO NORWAY NORWAY NORWAY NORWAY (Norway)

GANDER

OCEANIC OTTAWA CANADA CANADA CANADA CANADA (Canada)

NEW YORK

OCEANIC WASHINGTON

UNITED

STATES UNITED STATES

UNITED

STATES

UNITED

STATES (United States)

REYKJAVIK REYKJAVIK ICELAND ICELAND ICELAND ICELAND (Iceland)

SANTA MARIA

OCEANIC LISBON PORTUGAL PORTUGAL PORTUGAL PORTUGAL (Portugal)

SHANWICK

OCEANIC LONDON

UNITED

KINGDOM

UNITED

KINGDOM

UNITED

KINGDOM

UNITED

KINGDOM (United Kingdom)

NUUK NUUK DENMARK DENMARK DENMARK DENMARK (Denmark)

_____________________

Page VII-4

NAT ANP, Volume II Part VII (AIM) February 2018

TABLE AIM II-2 - PRODUCTION RESPONSIBILITY FOR SHEETS OF THE WORLD

AERONAUTICAL CHART - ICAO 1:1 000 000 OR AERONAUTICAL CHART — ICAO 1: 500 000


Column:

1 Name of the State accepting production responsibility.

2 World Aeronautical Chart — ICAO 1:1 000 000/ Aeronautical Chart — 1: 500 000 sheet

number(s) for which production responsibility is accepted.

3 Remarks.

Note — In those instances where the production responsibility for certain sheets has been accepted

by more than one State, these States by mutual agreement should define limits of responsibility for

those sheets. This should be reflected in the Remarks column

State

Sheet number(s)

Remarks

1 2 3

CANADA 2107, 2148 Within Gander Oceanic FIR

DENMARK 2008, 2009, 2018, 2019, 2038-40,

2055-57, 2084, 2085

Within Nuuk FIR

ICELAND 2086, 2054, 2106 Within Reykjavik FIR

NORWAY 2010, 2016, 2042 Within Bodo Oceanic FIR

PORTUGAL 2351-50 Within Santa Maria Oceanic FIR

UNITED KINGDOM 2150, 2171 Within Shanwick Oceanic FIR

UNITED STATES 2412 Within New York Oceanic FIR

- END -